ME 360/390 Prof. R.G.

Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Suspension System Concepts
Prof. R.G. Longoria
Spring 2012
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Overview
Function and kinematic requirements
Contrast independent and rigid or solid-axle
suspensions (with basic DOF or mobility
analysis)
Some analysis (handounts)
Anti-dive/anti-squat
Roll center analysis
How to account for suspension characteristics
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
1. Provide vertical compliance so the wheels can follow an uneven
road/terrain, thus isolating the chassis from induced forces and vibration.
2. Maintain the wheels in the proper steer and camber attitudes to the road
surface.
3. React to the control forces produced by the tires-longitudinal (acceleration
and braking) forces, lateral (cornering) forces, and braking and driving
torques.
4. Resist roll of the chassis. Keep the tires in contact with the road with
minimal load variations. (Ex. Table with 4 legs; shopping carts, etc.)
Achieving these functional objectives may be attempted through geometric
suspension design and/or through active suspension methods.
Suspension functions [Gillespie, 1992]
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
System solution
Motional requirements are met through kinematic considerations.
Isolation is achieved by including elastic and dissipative elements.
Since the kinematic, elastic, and dissipative design will impact how
the tire interacts with the road, as well as how the body reacts, it is
essential to understand each particular vehicles dynamics in
developing a suspension system.
A balance between handling and ride is almost always necessary.
Tires obviously play a critical role.
Well keep it simple here.
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
How does suspension play into cornering and handling?
We know that lateral forces on tires
play a key role in cornering and
handling characteristics and that
these forces depend on factors such
as slip angle, tire camber angle,
vertical tire deflection (or force), and
longitudinal slip (or traction force).
Since a suspension will control how a
tire is held relative to the vehicle
chassis, it should be clear that
suspension properties directly
influence all of these factors.
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Analysis of suspension systems
Typically, you begin analyzing a suspension as if it is made up of
ideal joints and ideal rigid links, and you add effects of
compliance and inertia later.
Simple example: a simple link and spring, illustrating how effect
of geometry makes the analysis difficult; elements become
nonlinear
Geometry: look at possible suspension mechanisms and the wheel
motion relative to chassis
Constitutive: understand compliant elements such as springs, anti-
roll bars, compliant links, and bushings; later look at frictional
effects (dampers, joints) and inertia of components
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Kinematic requirements [Matschinsky, 2000]
From Matschinsky (2000)
The figure shown shows how this degree of freedom can be
realized. For an independent wheel suspension, the
design might have:
a. strictly vertical travel,
b. a combination of vertical and lateral displacement and
a rotation (camber change),
c. a general non-linear coupler movement that exhibits
constrained motion
With two wheels mounted together on a single wheel
carrier, as on a rigid beam axle (d), the suspension
requires two degrees of freedom so that each wheel
will have one degree of freedom. The necessary
design will permit the axle both parallel travel and
rolling motion relative to the vehicle body.
In responding to surface irregularities, a ground vehicle should be designed so that each
wheel has primarily vertical motion; a single degree of freedom relative to vehicle.
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Joint and link types commonly used in suspensions
turning
turning and
sliding
rubber
ball
ball and
surface
f = 1
f = 2
f = 3
f = 1 (3)
f = 5
rod link with ball joint at each
end
turning + ball = triangular or A-
arm
f = 3 + 3 1 = 5
two turning (with skew axes) =
trapezoidal
f = 1 + 1 = 2
Links (for indirect connection of wheel carrier to
vehicle body)
Note: joints decrease a mechanisms DOF by 6 - f
Link with ball joint and a turning-
and-sliding joint = turning-and-
sliding link
f = 2
f = 4
f = 1
f = 3 + 2 1 = 4
Joints
rotation
f = 1 + 3 = 4 f = 2
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Typical independent wheel suspension
1 Wheel and tire
2 Wheel carrier, maintains
the wheel bearings, brake
caliper, and overall attitude
of the wheel
3 Wishbone link or A-arm
4 transverse link from
vehicle body to wheel
carrier
5 tension link (compliant)
6 track rod, driven by 7
7 steering link/gearbox
8 spring
9 damper
10 drive shaft
Adapted from Matschinsky (2000)
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Suspension DOF or mobility analysis, F
Fixed part: S, vehicle body
Wheel carrier: K (6)
3 links
a. Rod link
b. Triangular link
c. Turning and sliding link
6 joints*
1. Ball
2. Ball
3. Ball
4. Ball
5. Turning
6. Turning and sliding
1
6( )
6(1 3 6) 2 (4 3 1 2)
1
g
i
F k l g r f = + +
= + + + +
=

1 (number of wheel carriers)

3 (number of links)
6 (number of joints)
2 (number of individual rotations of links)
degree of freedom of joint i
i
k
l
g
r
f
=
=
=
=
=
*Joints decrease a mechanisms DOF by 6 - f
From Matschinsky (2000)
Example
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Independent suspension layouts
1 joint = trailing arm suspension
Turning-and-sliding joint (2) with rod
link (-1):
(a) is rare suspension geometry, (b) is a
semi-trailing arm type
1
6( )
6(1 3 6) 1 14
1
g
i
F k l g r f = + +
= + +
=

1, 3, 6, 1
4 3 2 14
i
k l g r
f
= = = =
= + =

Double-wishbone or A-arm
If front, this can
be track rod.
This is a common
race car rear
suspension.
Figures from Matschinsky (2000)
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Independent suspension layouts 4-Link
3 rod links (f = 1), with a triangular
link (f = 2) to form the common
four-link suspension.
1
6( )
6(1 4 8) 3 22
1
g
i
F k l g r f = + +
= + +
=

1, 4, 8, 3
7 3 1 22
i
k l g r
f
= = = =
= + =

If used with a
turning-and-sliding
joint, you form the
basic strut
suspension
triangular link
1
6( )
6(1 4 8) 3 22
1
g
i
F k l g r f = + +
= + +
=

1, 4, 8, 4
7 3 1 22
i
k l g r
f
= = = =
= + =

Figures from Matschinsky (2000)

ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Independent suspension layouts 5-Link
5 rod links (f = 1),
with 5 rotations
1
6( )
6(1 5 10) 5 30
1
g
i
F k l g r f = + +
= + +
=

1 (number of wheel carriers)

5 (number of links)
10 (number of joints)
5 (number of individual rotations of links)
10 3=30
i
k
l
g
r
f
=
=
=
=
=

Figures from Matschinsky (2000)

ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Rigid-axle suspensions
ball-joint
rod-link
1
6( )
6(0 2 3) 1 3 3
2
g
i
F k l g r f = + +
= + +
=

1
6( )
6(0 4 7) 3 6 3 1 5
18 3 18 5 2
g
i
F k l g r f = + +
= + + +
= + + =

ball-and-surface
Need 3 rods to reduce
to F = 2
Panhard rod
These bottom 3 are alternatives to controlling lateral motion using a Panhard rod.
c uses a ball/surface, d a scissors mechanism, and e a Watt linkage.
Figures from Matschinsky (2000)
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Classic rigid-axle Hotchkiss
Equivalent lever radius
1
6( )
6(0 1 1) 0 1 2
2
g
i
F k l g r f = + +
= + +
=

0 (number of wheel carriers)

1 (number of links)
1 (number of joints)
0 (number of individual rotations of links)
1 2
i
k
l
g
r
f
=
=
=
=
=

Consider only the triangular link:

The springs are stiff in lateral
and longitudinal directions.
Analysis can also consider the
leaf springs.
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Rigid-axle suspensions
Gillespie (1992)
Ford 4-link rear suspension
An indirect connection of the axle to
the vehicle is most commonly achieved
using a triangular link or the four-rod
(or link) suspension.
1
6( )
6(0 5 8) 4 24
18 4 24 2
g
i
F k l g r f = + +
= + +
= + =

0 (number of wheel carriers)

5 (number of links)
8 (number of joints)
4 (number of individual rotations of links)
8 3=24
i
k
l
g
r
f
=
=
=
=
=

From Matschinsky (2000)

ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Evolution of wheel suspensions [Matschinsky (2000)]
F = degrees of freedom
Wheel carrier
rigidly fixed to
vehicle (tractor)
5 link
suspension
Typical
rigid-axle
suspension
Two
wheels in
tandem
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Suspension characteristics
Refer to course handouts:
1) Anti-squat, anti-pitch, and anti-dive suspension geometry (see
Gillespie, Chapter 7). We wont cover this semester, but youll
see there is not much to this concept or the basic methods of
analysis.
2) Roll center analysis to be discussed in following
Gillespie summarizes both solid axle and independent suspension roll center
estimation
Steeds writes that it is hard to change roll center for a solid axle; you can change
the mounting of springs. Independent suspensions give you more options to
manipulate the roll center location. Steeds handout has good examples on finding
roll centers.
Blundell and Harty provide a nice example using ADAMS to find instantaneous
roll center.
Roll center location can be useful in assessing suspension characteristics and how,
for example, lateral load transfer due to suspension influences vehicle handling.
Gillespies discussion on roll moment distribution shows how this can be done.
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Roll Center Defined
Gillespie (1992)
The point in the transverse vertical plane through any pair of wheel
centers at which lateral forces may be applied to the sprung mass
without producing suspension roll. [SAE J670e]
Steeds (1960)
Roll axis
Each suspension (axle) has a roll
center associated with it, and a roll
axis for a vehicle is defined as shown
in the diagram from Gillespie.
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Finding roll center Milliken and Milliken (1995)
Steeds (1960)
You determine the roll axis and roll
center from the suspension
geometry in the plan and elevation
views as shown in these examples.
You need to find an instantaneous
center (IC) or virtual reaction
point (Gillespie).
The IC is a point where the axes of
any suspension control arms
intersect.
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Example: Independent suspension
d
C
A
H G
Steeds (1960)
Refer to the handout from Steeds (1960), Section 1.11 Forces in an independent suspension
In his development, Steeds shows how to derive the upper link force, P, lower link force, U,
and suspension spring force, S, in the configuration shown given the simultaneous
application of ground contact force, W, and lateral force, N.
In this example, it is assumed that the stub axle assembly
or wheel carrier, WC, and tire in combination are rigid, so
well treat as a rigid connection/part. All the pivots (A, B,
O, and P) are assumed to be frictionless. The sprung mass
(vehicle body) is assumed fixed.
A
P
WC
SPRUNG
MASS
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Example: Independent suspension (cont.)
Steeds results require determination of the force, m., which he gives as,
( )
m W O E N O F O B

= +
This is found by using the concept of an instantaneous center, O (refer to Steeds handout on
roll centers on VSDC clog). Given m allows the spring force to be found,
Then, in the equilibrium configuration shown, the two link
forces are found by summing forces in the y and z directions
leading to two equations in two unknowns:
S mL a

=
sin sin cos
cos cos sin
P W m
U N m

( ( (
=
( ( (

+

Solving gives,
( ) ( )
( ) ( ) ( )
cos sin sin
cos sin cos sin
P W N m
U W N m

=
Note that in this example, Steeds assumes that the upper link is in compression and the
lower link is in tension, as indicated by the reactions on the WC shown above.
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Example: Independent suspension (cont.)
A summary of the numerical values
given by Steeds is shown to the left.
The results below show that the
upper link is in compression,
however the lower link is in
compression as well (negative of
assumed sense).
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Example: independent suspension analysis using ADAMS
Point P
Point A
Point B
Point O
An ADAMS model of this
problem is shown to the left.
In the ADAMS model, we define
several STATE VARIABLES related to
the forces on the WC, as found in the
analytical model.
Solving for equilibrium with W and N
applied as shown indicates we get the
same results as in the analytical model.
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Example: suspension analysis using ADAMS (cont.)
This problem required finding the forces on the stub axle or WC assembly. Steeds showed
how the forces are found using a static analysis. Once an equivalent model is built in
ADAMS/view, these forces can be found using the following steps.
1. Identify a link marker with an axis parallel to a link this is the direction of the force we
are interested in. In the case for JOINT_A, we see that the cm marker, UL.cm, has a z-axis
that will work.
2. Define a new STATE VARIABLE named Pp. In the Function Builder, select Force in
Object->Joint Force under the function types. The force applied at A is found from the
joint force function. We find Pp as the force in the joint aligned with the z-axis of UL.cm
and applied to the second body (the WC). Within function builder, the STATE VARIABLE
function would be defined: JOINT(.steeds1.JOINT_A, 1, 4, UL.cm)
3. Similarly, define a STATE VARIABLE named Up. This is the force applied at JOINT B.
The function should be: JOINT(.steeds1.JOINT_B, 0, 4, LL.cm).
4. Finally, define a STATE VARIABLE named Sp that is the force in the suspension spring.
These variables can be plotted in the post-processor, or a measure function can be created
so you can plot them during simulation.
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Example: suspension analysis using ADAMS (cont.)
How do you tell which is first or second body?
Right-click on joint, select Modify and display the
menu as shown to the right. Here WC is the body we
want force applied to and aligned with UL.cm z-axis.
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Example: suspension analysis using ADAMS (cont.)
Equilibrium solution
using ADAMS model
W & N
Lower link force applied to WC
Upper link force applied to WC
Spring force
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Wheel rate determination
The wheel rate is the effective stiffness seen at the wheel (spindle) due to the suspension
spring rate, K
s
, and motion ratio, R
s
. The motion ratio is defined by,
velocity of spring
velocity of wheel
s s s
s s s w
w w w
dz dz v dt
R v R v
dz dt dz v
= = = = =
Now, derive the wheel rate,
( )

2
s
w w s w s s s
w s s s s s s s s s s s
w s w s s s s s
K
dF dF dz dF dR dF dR d
K R R F R F R R R K R F
dz dz dz dz dz dz dz dz
=
| |
|
= = = = = + = +
|
|
|
\
If the motion ratio is constant, then
This helps us recognize, using power conservation,
s
w w s s w s s s
w
v
F v F v F F R F
v
= = =
2
w s s
K R K =
However, if the motion ratio changes as the spring is
deflected, then the wheel rate also becomes a function of
position (i.e., the spring is inherently nonlinear).
w
K
s
K
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Wheel rate additional notes
Milliken and Milliken (1995)
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Roll Moment Distribution
See posted handout from Gillespie (1992).
Plan to insert my own derivation here later.
The end game is to find how roll moments induce lateral force transfer under steady-
state cornering.
This provides a direct way to estimate how understeer gradient can change due to
suspension characteristics.
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Influence on understeer coefficient
Notes here to show how to estimate changes in understeer coefficient.
Again, refer to Gillespie handout.
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
Summary
Suspensions control the orientation of the tire relative to road and
vehicle.
We generally need to have good estimates of slip angle and camber,
vertical tire deflection, longitudinal slip in order to make typical
calculations for vehicle dynamics.
We also need to be able to convey key suspension characteristics into
our ride and vibration analysis for a vehicle.
These slides currently review common suspension types and
geometries, roll center analysis, and wheel rate determination. A
more complete discussion would also briefly review anti-
squat/pitch/dive and also review how roll moment distribution is
derived. Distributed handouts cover these topics.
ME 360/390 Prof. R.G. Longoria
Vehicle System Dynamics and Control
Department of Mechanical Engineering
The University of Texas at Austin
References
1. Steeds, W., Mechanics of Road Vehicles, Iliffe and Sons, Ltd., London,
1960.
2. Gillespie, T.D., Fundamentals of Vehicle Dynamics, SAE, Warrendale,
PA, 1992.
3. Wong, J.Y., Theory of Ground Vehicles, John Wiley and Sons, Inc., New
York, 2001.
4. Blundell, M., and D. Harty, The Multibody Systems Approach to Vehicle
Dynamics, Elsevier Limited, 2004.
5. Heisler, H., Vehicle and Engine Technology, SAE, Warrendale, PA, 1996.
6. Matschinsky, W., Road Vehicle Suspensions, Professional Engineering
Publishing Ltd., London (Translated from German), 2000.
7. Milliken, W.F., and D.L. Milliken, Race car vehicle dynamics, Society of
Automotive Engineers, Warrendale, PA, 1995.
8. Vehicle Dynamics Terminology, SAEJ670e, Society of Automotive
Engineers, Warrendale, PA.